RU2632545C2 - Railway transport system with automatic set formation - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: railway transport system with automatic formation of car set contains a central system - a provider, the first peripheral system, at each station of the railway network, the third mobile peripheral system, on the locomotive of the set, configured to interact with the central provider system and with the first peripheral system, which determines the set composition and the coupling/uncoupling of cars along the route, the second mobile peripheral system, on each car, configured with the possibility of car movement coordination, following instructions coming from the central provider system and taking into account information from the control system with the car sensors. Moreover, the coupling/uncoupling of cars is determined at the request of users through the central provider system and is controlled by the first peripheral system or the third peripheral system in such a way that the order of the cars from which the set is made is automatically maintained during the entire movement of the train.

EFFECT: increased optimisation of automatic train set formation.

7 cl, 1 dwg

Description

The present invention relates to a railway transport system that automatically forms a train.

As is well known, the control of the movement of wagons, mainly during the transportation of goods, is currently carried out on the basis of planning the supply of transport, which is presented in a table based on historical data and estimated trends in the state of affairs, without taking into account effective current demand. In fact, the availability of the train for transporting a wagon with goods, collecting it at a particular station along the routes covered by trains, is expensive and very slow.

In practice, there is no central coordination of transportation needs, and the supply of transport itself is often underestimated, since in the absence of a certain or probable demand for transportation, the formation of expensive logistics structures is excluded. Thus, in most cases, the trains are formed at the departure station, and they arrive unformed at the arrival station, where only later will they be transferred to the siding. However, this operation does not take into account the optimization of the routes of single wagons, which causes obvious losses if there is insufficient transportation demand at the departure station. Moreover, traffic stations require a certain office (with the relative organization of space, equipment, people, information transfer), which controls incoming and outgoing traffic. In particular, in addition to the administrative staff, there should be technical personnel dedicated to coupling / uncoupling cars, a shunting locomotive (otherwise it is necessary to use a train locomotive) and, accordingly, the train driver. Such an expensive organization existed several years ago, but it has been reduced over time, primarily by eliminating commodity railway platforms at small stations, then as a result of the closure of offices, even at some of the main stations, up to a modern limited number.

Known solutions have been proposed for solving these problems.

As an example, in patent application WO 2010043967 A1, published April 22, 2010, from DONNELLY FRANK WEGNER describes a rail system for moving materials, in particular a system of automated railway cars with its own drive, independently working for transporting material, such as a product from bottom of mines or cargo from the seaport to the main transportation hub. In a particular embodiment, in a railway transportation system, a railway network controlled by a central control unit provides for the use of an intelligent carriage that is equipped with an autonomous computerized control module that coordinates the movement of the car following the instructions that come from the central system and at least one element of the controlled railway line . The system works as follows: the central module knows the geographical (spatial) position of each of the railway cars, thanks to the reception of position signals from each car. Each carriage has a unique identification code and periodically transmits information perceived and collected in the central module. The control interface receives information from each signal emitter for a consecutive rail section in the direction of travel. As the railway car approaches the element on the rails, the physical and spatial position of the car is determined by the central module, and the corresponding command is transmitted to this section of the rail track. For example, the setting of the railroad arrow is modified to direct the cars to the second or third section of the rail track. In response to various stimuli, such as weather or traffic conditions, the central module allows the transmission of groups of signals or instructions to signal emitters to pass the car. The main function is transportation. The car can be compared with a small locomotive, with the ability to control it from a distance. Separate cars with the total number of engines mounted on the axles determine the maximum autonomous or supporting motive force for moving the train, which, however, remains within the framework of the classical ideology of movement and railway traffic control.

Thus, this patent application provides for the autonomous movement of a wagon in the context of traditional trains with which it combines in a natural way, since the wagon can independently connect with all existing wagons.

The problem of this solution is to manage a single element of the railway track and its compilation into existing railway lines is carried out with the necessary modifications to the existing infrastructure of the railway network. In addition, it can be foreseen that railcar uncoupling operations are carried out using classic technologies that require the use of certain personnel to carry out these coupling and uncoupling operations. In addition, on board the locomotive there are no wagon control systems and an interface with the network owner and, therefore, with switch control systems. For these reasons, such a solution would be difficult to implement in an international railway network in which various international networks are interconnected. In fact, each national railway network has its own management system, and the introduction of sections controlled by the central system would make it difficult to use a single system for managing railway sections.

The second solution is described in US Pat. No. 5,828,979, issued October 27, 1998 to HARRIS CORP. The solution consists in a system and method for controlling the movement of multiple freight trains along a railway network with multiple railway tracks with improved efficiency and safety. The movement of a freight train is accurately monitored and controlled in accordance with a dynamic plan, which is determined by assessing delivery requirements, coordination between all trains, speed limits and the effect of the topography of the railway track and the train, consisting in the response of the train to braking and supplying power.

Even if preferred under many aspects, this system only allows you to implement only the program, but does not allow you to interfere with the effective composition of trains; it is limited to the management of a train that is already formed or which should be formed, but the formation of the train remains traditional and involves the participation of personnel, leaving the cost of rail transportation of goods unchanged. In addition, it is applicable only for the transport of goods.

An object of the present invention is to provide a railway transport system that automatically generates a train that does not require any construction work and therefore does not interfere with an existing railway service.

In accordance with the present invention, a railway transport system is implemented that automatically generates a train as defined in paragraph 1 of the claims.

For a better understanding of the present invention, a preferred embodiment will now be described, by way of non-limiting example, with reference to the accompanying drawings, in which:

- in FIG. 1 is a schematic representation of a railway transport system that performs automatic formation of a train in accordance with the invention.

With reference to these drawings, and in particular to FIG. 1, the railway transport system automatically performs composition formation in accordance with the invention. In more detail, a railway transport system with automatic composition formation contains elements that determine the dispatch of a car, determining it according to demand, which is carried out by various operators connected to the network through a specific portal, and with the physical accessibility of the car itself.

The cars used for dispatch form a new train that moves between two end stations, and the departure itself will be determined in two different ways:

- Programmed departure at a fixed time and on fixed days.

- Departures withdrawn from the presence at the stations (departure stations and transit stations) of many waiting cars, which, for example, requires the formation of a new train.

The authorization of sending a train and occupying a line in a particular section can be controlled with maximum flexibility. Therefore, therefore, there are no schedule restrictions in this regard, which depend on the distance traveled from the departure site (etc. for all subsequent sections to the destination station) for their effective accessibility, achievement with lower costs, accordingly, the maximum possible speed for the train and also optimizing the use of sections of the track that they occupy only when these sections are not occupied by other trains.

The movement of the train, with the necessary stops, will be fully automatic. The train receives commands and authorization from the “owner of the railway network”, passing from section to section based on the need and availability of the network.

He will be transferred to the “owner of the railway network”, he must stop at single intermediate stations interested in the operations of coupling / uncoupling of cars in a train.

On board the train there is only the train driver, who controls the train in the usual way and has the functions of managing safety and resolving breakdowns or possible unforeseen events.

The integrated hardware structure of the entire system consists of the following elements. It consists of a central system and three peripheral ones.

- The central system consists of “servers” that contain all information management programs. Its function is to collect transportation needs from users. Plan and coordinate all transportation needs and manage trains. Interact with authorized users in management and administration, as well as with peripheral systems.

- The first peripheral system will be installed at each station at which individual wagons can be stopped. Its function is to exchange information with the wagons present at the stations to study their condition and coordinate traffic at the station, interaction with the owner of the railway network. Interaction with the central system to provide information on transportation requirements (shipping / storage) present at the station.

- The second peripheral system must be mobile and located in each individual carriage. Its function is to coordinate the movement of the car, following the instructions from the system at the station, also taking into account the signals from the on-board sensors. In addition, report your status for transportation and loading / unloading.

- The third peripheral system is mobile, and is located on the locomotive of the train. Its function is to interact with the central system to determine transportation needs (train composition, coupling / uncoupling of cars at stations along the route). Interaction with a fixed station system.

Various configurations for managing information (e.g., centralized management that contains the functions of systems in a station) can be implemented without adding novelty to the present invention.

An “intelligent” wagon will be implemented by modifying traditional wagons (both a platform-type wagon suitable for transporting containers and any other types, including passenger wagons), to make them autonomous at the stages of maneuvering and coupling with wagons, following the instructions transmitted from information platforms. Starting from the basic structure of a traditional carriage, an intelligent carriage will be created when electric motors are installed on it for driving using an autonomous power source (battery or other energy storage device), a device for coupling / uncoupling between cars with automatic and sensor control systems, an automatic system for connecting between cars, both for the braking element (which should also be able to function autonomously) and for electric ktricheskoy part, and an external control system for autonomous movement and security for the setting position on the lines.

A hardware platform is installed on the wagons, in which a microprocessor is integrated, which makes up the “intelligent center” of the wagon, the processor controls the entire wagon and all the systems described below. In car safety systems (proximity sensors, radar, heat sensors, braking system), a second microprocessor can be provided, which starts to work only when danger is detected and in the absence of a response from the central processor, which guarantees additional duplication of security systems.

Engines mounted on the car, which act directly on the wheels, can also be used in other situations, except for the initial initial acceleration of the train, when it is necessary to accelerate the train, such as when driving in a section with a gradient, which requires additional traction power in addition to the applied locomotive, or to enable the formation of longer trains, to facilitate, thanks to the traction applied by the engines, the tension force acting on the connecting joint between the wagons.

A small compressor powered by the car’s rechargeable batteries enables the braking system to operate.

The hitch system for a train consists of a mechanical device that allows hitching between cars using only traction energy. The hitch leads to the mutual insertion of two connecting pins between the two cars. The same connecting pins, in order to ensure uncoupling of the car, will be automatically removed using an electronic device controlled by the "intelligent center" of the car. The complete structure of the coupling system consists of two structures, a fixed central unit into which mechanical locking systems and connections between the cars will be inserted. This block will include pipes with compressed air, an electrical connection between the cars (necessary for their power supply). Such “fixed joints” will be connected to the carriage using mobile connectors, guaranteeing the necessary elasticity of carriage movement, which provide freedom of movement both in the horizontal direction (cars moving along a curved section) and in the vertical (suspension movement). Different or other alternative automatic coupler / release mechanisms will have the same conceptual control mechanisms. The simultaneous presence of two connecting pins (independently driven by each car) increases safety to avoid unwanted uncoupling.

Coupling the car with the train allows you to recharge the batteries, which provide power to the engines for the autonomous movement of the car and other electrical and electronic equipment. Rechargeable batteries can also be provided during the trip, due to the presence of on-board devices that restore energy during braking, from recharge points present at individual stations, for example, at dead-end buffers of auxiliary branches, during parking while waiting for a trip.

After the train is coupled, the locomotive takes absolute control priority over individual intelligent cars, it will be controlled or carried out by the system on board the locomotive, and they will not be able to perform autonomous operations if they are not specified by this system, with the exception of "Special" cases. Thus, the train has a generalized control of connections with checking the connection before the train starts to move, which allows it to be unlocked to allow automatic movement of wagons when the train stops at or near the station to carry out cargo dispatch operations. Automatic blocking is always activated automatically when the cars are in motion, coupled with the train during normal movement.

Thanks to the use of intelligent wagons, on which their own “intelligent center” is provided, it becomes possible to automatically control stops and traffic in exceptional situations (for example, in railway accidents). Other possible cases in which a wagon can determine the need for autonomous operation or to work as part of a train (many connected wagons) may be situations of accidentally disconnecting another wagon, transmitting an alarm from a locomotive, or other cases of danger predetermined by the wagon program and variables ( for example, according to the type of cargo that is being transported - ordinary goods or dangerous goods), intelligent wagons can in these situations carry out emergency uncoupling and automatically braking. In addition, in the presence of dangerous goods (chemicals, gas, etc.), they can automatically leave the accident area, avoiding the deterioration of the danger caused by, for example, a fire, and quickly remove the car to a safer place.

Before uncoupling the car, the braking system and electrical system devices will be disconnected.

The data transfer system between cars / station / locomotive is carried out using a system operating on radio waves, through a network of connections present at stations (when stopping at them) or as a result of “direct” connections to a train (being connected to other cars). The transmission method will not be completely entrusted simply to a transmitter-receiver system, but in order to guarantee an excess and reliable connection, in addition to transmitting and receiving its own information, each radio structure (car-station-locomotive) also acts as a network repeater.

To manage the system in question, despite the “owner of the network”, the establishment of communication is controlled through the definition of standard controls and data exchange between the software components of these two systems. Therefore, they will always remain separate and autonomous. For integration into existing systems, without the need for modifications for current models of functioning of motion control, only standard data transmission systems will be required. Elements present in the station system will interact with different “network owners” through specific modules (such as computing device drivers), while they will have identical control with regard to newly created systems, regardless of where they may to be cars / trains.

The car will be equipped with an “intelligent center” that will coordinate its movements, interacting with the telematics platform, receiving signals from control devices, both in relation to its position and movement, as well as to identify obstacles.

To enable safe movement, the car will be equipped with a camera for external viewing and control using sensors to detect obstacles. Long and short range radar is also used for this purpose. Peripheral thermal sensors determine the close presence of people in situations that are dangerous for movement.

The wagon will also have sensors placed to automatically load and unload containers.

The wagons will be equipped with a manually controlled external speed control panel and a hitch / uncouple, which bypasses the automatic control and can only be used in situations where the automatic control system of the car does not work, both during maneuvers at the station and for movement on parking rails, and for destination to a specific delivery point, where network management on a section of the path does not allow autonomous movement.

The present invention also relates to a method for forming a train composition and movement. Starting from the departure station, the train will be formed on certain routes where all the cars intended for departure will be located, coordinated by the information platform installed on them. For optimal ride control, the sequence in which the wagons are coupled into the train becomes important. To ensure greater efficiency, the order of the cars in the train must take into account the purpose of the cars arranged in a line. The cars in the head of the train are the last and go to the destination station.

This sequence is maintained automatically, even during all the coupling / uncoupling operations of the wagons that occur during the movement of the train.

At transit stations, waiting cars are arranged in order, starting from the initial moment of their stalemate. If there is already a wagon that needs to be coupled at the station, this new wagon will be placed in the head or in the tail, relative to the direction of travel, according to whether the destination station is in front of or after the already awaiting wagon. In the case when there are many wagons with different destinations, it is necessary to contact station systems to perform the necessary maneuvers, to place them in the correct position.

This method of composing trains is not restrictive, and various estimates can be performed in situations requiring different composition, for example, in the case when cars must be coupled with different trains that transit through the station in different sequences. In particular, this definitely happens at stations, which are connections of many lines, when trains must continue to move along different lines.

At the end stations (departure / arrival), there should be a supply of empty wagons that will be connected in varying numbers with the train being sent, in exchange for wagons, the need for movement of which is increased by the number supported in accordance with impromptu reasons (travel requests from system after the departure of the train, but to the transit station, which at this time requests a pass).

At intermediate stations with the possibility of maneuvers always coordinated by the central system, the wagons awaiting their movement will be attached, and the wagons for which this station represents the destination point will be unhitched. They can be either wagons that transport containers that need to be shipped further, or empty wagons requested by users, which will be loaded later, ready for departure with a new train, as well as other types of wagons, as well as passenger wagons.

The management of the wagons that must be left (for maintenance) will depend, in addition to statistical planning, on unplanned requests due to market demand.

Features of the system allow you to perform unusual maneuvers, such as sending cars to siding on the move.

During the movement of the train, which is approaching the destination station of the car (but this maneuver is identical for other adjacent cars, which must be located at the tail of the train in the exact established order), a command is issued to disconnect the car, without stopping the train.

If at this station there is no need to attach wagons awaiting departure, then the train can continue on its main line, without stopping.

Before the uncoupled car reaches the point of switching the arrow to the auxiliary rail track (which is always present at each station), the permit to “park” the car on this track will be activated, and then it will be placed in a certain area that does not create any obstacles for the normal movement of trains, which may be one of the dead ends on this rail track.

If it is necessary to couple the wagons with the transit train, these wagons are already present on the auxiliary track in the same manner as is provided for the train. During the passage of the train through the station, the train is disengaged at the point where the waiting car should be inserted, and the train head continues to move forward slowly, passing the point where the switch point of the arrow is located, where the car designed for coupling stands, and which at that moment starts to move simultaneously with the activation of the arrow, which allows him to switch to the path of movement and continue independent coupling with the head of the train.

At this moment, the arrow independently restores its position, ensuring the passage of the tail of the train, which also independently engages and restores the entire train as a whole, which can continue to move without any stops.

Such an operation of dividing a train at a station can be performed at various successive points of the train, depending on the presence of n-cars with different, inconsistent destinations in the parking lot, and operations at the switch point of the arrow on the main track and coupling waiting cars with the head of the train will be automatically repeated n -time.

The optimal points on the railway line at which the carriages are separated, the speed at which the train should move at the station, the speed at which the cars waiting for hitching should move, and if they are inserted into the central part of the train, also in the rear of the train, previously independently separated, and all other traffic control elements depend on many factors, among which it is necessary to take into account the characteristics of the arrows (higher or lower switching speed), communication speed with the network owner, ostnye wagon characteristics, etc.

Another possibility offered by the car’s own characteristics is the corresponding possibility of requesting “transportation” by any transit train, such as a local passenger train, which can be used for short movements and which allows optimizing the management of pick-up and deliveries, for example, having the function of combined trains, ensuring concentration at certain stations and deliveries.

The characteristics of the car can be applied not only to freight cars of any type, but also for passenger cars, in particular, they are effective when it is necessary to produce a dynamic composition of cars, thus, as may be required for local transportation, in which hotel cars can be added / removed at intermediate stations, in accordance with the need to maintain the capacity of trains. In the future, you need to investigate the following:

- Optimization of train composition to minimize downtime for coupling / uncoupling of cars at intermediate stations.

- Optimization of train routes, not only in accordance with the need for removal / delivery, but also in accordance with the working conditions on the line, interacting with the owner of the railway network.

- Optimization of the economy for decision making, for the formation and launch of a new train based on user demand and the availability of structures (equipment and lines).

As for the method of loading / unloading wagons for the transportation of containers, the modality of the movement of containers depends on the size of the transit station.

For large stations (or stations with a large volume of traffic), loading / unloading of containers occurs automatically, without the need for specific operator intervention.

The necessary equipment is a mobile carriage on wheels (or a cart with pneumatic tires, used on ports to move containers in the port area, but with appropriate sensors) with a fixed motorized device, which is located in the upper part (with a two-dimensional mobile flat device for the correct automatic capture of containers ) for raising / lowering containers, and other sensors for transmitting position signals to railway cars.

This is necessary for the automatic loading / unloading of containers (full / empty) from the wagon and their laying in predetermined positions along a predetermined section of the track. The stacking height depends on the height of the car. loading / unloading of other means of transportation with wheels with pneumatic tires installed, which set their position for this operation, is also automatically performed. Correct centering of the capture points is performed automatically by the mobile part of the device.

For smaller stations, movement can be performed using available forklift trucks, the use of which for transportation can also be provided to users - container consignees, who, of course, may have human resources intended for similar operations in their organizations.

If at the destination there is an auxiliary railway line to the destination, the same railway car can be fed / removed manually or automatically.

Alternative control of each wagon can be carried out in practice at ports where containers are loaded. Instead of leaving containers in an intermediate position in the direction of the destination, which involves loading them on the dock onto trains to be delivered to their final destination, they can be directly loaded by cranes onto railway wagons that are waiting next to the cranes and which are automatically installed in preset positions relative to cranes, under the control of certain sensors and control systems, followed by movement immediately after the loading operation is completed to ensure space for the next car for loading. Loaded wagons are directly accessible for subsequent automatic coupling operations with the train being formed at stations near the port.

Therefore, the railway transport system, which automatically forms a train, in accordance with the invention is a system that can be implemented in existing railway networks without the need for any construction work and thus without interfering with the existing railway connection. It only requires the formation of an “intelligent” freight wagon and platform with a data exchange system between the various control and administration systems present at the central level, on board the train, on wagons and at stations.

Another advantage of the railway transport system, which automatically forms a train in accordance with the invention, is that it does not require human intervention on the spot.

Another advantage of the railway transport system, which automatically performs the formation of the train in accordance with the invention, is that the need for transportation arises in such a way that it is solved in a flexible way between different stations, which do not necessarily represent the stations of destination or departure of the train, and in such a way in which the idea of transportation is inverted, it is connected not with the supplier who provides the train, but with the client, who determines his demand formation of trains. The control method for railway lines is also inverted, and their use is no longer planned on the basis of trains whose movement is determined long in advance with a fixed departure time, for all the required distance and arrival time, but using it “in accordance with demand”, with traffic plans, which can be changed in real time based on transportation requirements and line availability / saturation.

Another advantage of the railway transport system, in which the automatic composition formation is carried out in accordance with the invention, is that the developed system also has low operating costs and extreme flexibility, and it does not require basic infrastructure, and it itself fits naturally into existing systems without creating problems for the current way of moving and using the network.

In addition, in the railway transport system, which automatically forms a train in accordance with the invention, it is possible to provide a high level of automation, eliminating the need for intervention of certain personnel at individual stations, which reduces the cost of managing maintenance.

Another advantage of the railway transport system, which automatically performs the formation of the train in accordance with the invention, is that the infrastructure for automating the process of loading / unloading containers can only be formed if it is economically convenient with increasing demand at certain transit stations.

Ultimately, it is understood that a railway transport system that automatically forms a train in accordance with the invention described and presented here can be modified and can be changed without departing from the scope of legal protection of the present invention, which is defined in the attached claims.

Claims (27)

1. The railway transport system with the automatic formation of trains from cars of the train moving in the infrastructure of the railway network, based on demand, containing: a) a central system - a provider consisting of servers that contain all the information management programs that collect transportation needs from users through the network, and is configured to interact with authorized users of the railway network; b) the first peripheral system, fixedly installed at each station of the infrastructure of the railway network, in which the cars are parked, made with the possibility of receiving information about the need for transportation from users from the central system, the provider for the compilation of trains and for the exchange of information with cars for coordination their movements at the station; c) a mobile peripheral system located on the locomotive of the train, configured to interact with the central provider system and with the first peripheral system to determine the composition of the train and the coupling / uncoupling of cars along the route; d) a car equipped with electric motors for driving with an autonomous power source, with a device for coupling / uncoupling cars with an automatic control system with sensors, with an automatic coupling / uncoupling system with other cars and with a locomotive; e) a second mobile peripheral system located on each car, made with the possibility of coordinating the movement of the car, following the instructions received from the central system of the provider and taking into account information from the control system with the sensors of the cars standing at the station, and to carry out traffic on the basis of the instructions of the third the mobile peripheral system and reporting its status to the first peripheral system with respect to transportation needs and loading / unloading, characterized in that it is integrated into the infrastructure of the railway network in such a way that the coupling / uncoupling of the wagons is determined at the request of users through the central system of the provider and is controlled by the first peripheral system or the third peripheral system in such a way that the order of the wagons that make up the train is automatically supported during all movements of the composition. 2. The railway transport system according to claim 1, characterized in that the third mobile peripheral system located on the locomotive of the train interacts with the central system provider to determine the need for transportation and reports on the condition of the train, and, in addition, interacts with the central system - by the provider to determine the need for transportation, the composition of the train, the coupling / uncoupling of cars at stations along the route, and for coordination with the railway network operator. 3. The railway transport system according to claim 1, characterized in that the interaction for interaction with the network owner is performed using data transfer methods and protocols, regardless of the network owner. 4. The railway transport system according to claim 1, characterized in that at stations with a large movement of containers, the process of loading / unloading containers from / to the train and / or train and / or from / to containers is automated. 5. A method of transportation by rail with the automatic formation of a train of wagons moving in the infrastructure of the railway network, based on demand, containing stages in which: a) provide a central system - a provider consisting of servers, which contains all the information management programs that collect the transportation needs from users through the network, and is configured to interact with authorized users of the railway network; b) provide the first peripheral system, which is fixedly installed at each station of the railway network infrastructure, in which the cars are parked, capable of receiving information about the need for transportation from users from the central provider system for compiling train cars and for exchanging information with cars for coordination of their movement at the station; c) provide a third mobile peripheral system located on the locomotive of the train, configured to interact with the central provider system and with the first peripheral system to determine the composition of the train and the coupling / uncoupling of cars along the route; d) provide a car with electric motors for driving with an autonomous power supply, with a device for coupling / uncoupling cars with an automatic control system with sensors, with an automatic coupling / uncoupling system with other cars and with a locomotive; e) provide a second mobile peripheral system located on each car, made with the possibility of coordinating the movement of the car, following the instructions received from the central system of the provider and taking into account information from the control system with the sensors of the cars standing at the station, and for movement based on the instructions of the third a mobile peripheral system and reporting its status to the first peripheral system regarding the need for transportation and loading / unloading; characterized in that it contains stages in which: - integrate the central system of the provider, the first peripheral system, the third mobile peripheral system and the car with the second peripheral system in the infrastructure of the railway network; - transmit the user request through the central system of the provider to the first and third peripheral systems that exchange information with the second peripheral system; - determine the coupling / uncoupling of the cars and control it so that the order of the cars to be composed, automatically saved during all movements of the composition. 6. The method of transportation by rail according to claim 5, characterized in that it comprises stages in which: - place the car to be coupled at the transit station, in the head or tail of the train relative to the direction of travel, depending on whether the destination station is located before or after the station of the car that is already waiting; - at intermediate stations, the waiting cars are linked up with the train and the cars for which this station represents their destination are disconnected; - at the terminal stations, variable quantities of empty accumulated wagons are attached to the departing train instead of the wagons for the movement of which there is a demand increased by the amount supported according to unforeseen reasons that arise after the train is sent, but before the transit station through which a pass is requested. 7. The method of transportation by rail according to claim 5, characterized in that it comprises the step of allowing the transfer of cars to the siding when driving while passing through the station, the train being disengaged at the point where the waiting car should be inserted, moreover the head of the train continues to move slowly forward, passing the point where the arrow is located, where the car to be coupled stands, and the car is made with the possibility of movement, moving on to the path of movement, and to continue its own coupling with the head of the train.

Images